Abstract: An aircraft having two or more pairs of airfoils, each airfoil having an embedded vertical thruster. The vertical thrusters provide sufficient lift to permit the aircraft to perform vertical takeoffs and landings. The aircraft has two or more horizontal thrusters which accelerate the aircraft to a speed at which the airfoils provide most or all of the lift required to maintain altitude. In horizontal flight, the vertical thrusters may operate at a reduced power level, sufficient to control the orientation of the aircraft.

Abstract: The present invention provides an aircraft design which incorporates a modular design including the use of one or more multi-motor assemblies where the motors are in series within the multi-motor assembly. Still further, the multi-motor assemblies may be configured to include modular motor assemblies or modular sections. Ultimately, the present invention provides an aircraft with the ability to easily assemble or expand the multi-motor assemblies and, in doing so, modify the characteristics of the aircraft. The modularity also enhances the ability to maintain the aircraft by enabling motors or the units housing each motor to easily be replaced.

Abstract: A vertical takeoff and landing aerial vehicle and a cooling system for the aerial vehicle. The vertical takeoff and landing aerial vehicle comprises at least one air inlet provided on the top side of a linear support below a lift propeller, and at least one air outlet provided on the linear support. In the vertical takeoff and landing stage of the aerial vehicle provided by the disclosure, airflow generated by rotation of a lift propeller forms a rapid-flowing spatial flow field, which can achieve efficient heat dissipation of a motor and an electronic speed controller in an arm; and in the vertical takeoff and landing unmanned aerial vehicle provided by the utility, the takeoff weight of the unmanned aerial vehicle cannot be increased, power consumption of airborne equipment cannot be increased, and interior space of the arm cannot be occupied.

Abstract: A separated lift-thrust (SLT) aircraft includes a longitudinal-thrust engine and articulated electric rotors, at least some of which are variable-position rotors having variable orientations based on rotor position signals. Control circuitry independently controls thrust of the longitudinal-thrust engine and the thrust and orientation of each of the variable-position rotors, relative to the aircraft lifting surface and longitudinal thrust engine, to provide for commanded thrust-vectoring maneuvering of the aircraft during VTOL, fixed wing flight, and intermediate transitional states, including maintenance of a desired pose of the lifting surface independent of orientation of the rotor orientations when hovering the aircraft in windy conditions. A flight and navigation control system automates flight maneuvers and maintains desired aircraft pose and position relative to static or dynamic coordinates during station keeping, tracking, avoidance, or convergence maneuvers.

Abstract: A method of unmanned aerial vehicle (UAV) flight includes providing horizontal thrust in-line with the direction of forward flight of the UAV using at least one electric motor, providing primary vertical lift for the UAV during the forward flight using a fixed and non-rotating wing, repositioning the at least one electric motor to provide vertical thrust during transition of the UAV to vertical flight for descent, landing the UAV on a surface using a vertical approach after the motor repositioning, and deploying an anchor to secure the UAV to a surface.

Abstract: An unmanned aerial vehicle (UAV) system energized by power lines includes a UAV, a charging mechanism and an electric circuit. The charging mechanism is operatively coupled to a body of the UAV. The charging mechanism can connect to power transmission lines deployed near an air space in which the UAV is airborne and operating. The charging mechanism can draw power from the power transmission lines to power a flight of the UAV. The electric circuit is onboard the UAV. The electric circuit can generate charging currents based on the power drawn from the power transmission lines to power the flight of the UAV while the UAV is airborne.

Abstract: Hybrid multirotor vehicles and related methods are disclosed herein. An example aircraft includes a battery, a rotor coupled to a wing, a motor operatively coupled to the rotor, and a processor operatively coupled to the motor. The processor to is cause the motor to operate in a first motor operational state. The rotor is to operate in a first rotor operational state when the motor is operating in the first motor operational state. The processor is to cause the motor to switch from operating in the first motor operational state to a second motor operational state. The rotor is to operate in a second rotor operational state when the motor is in the second motor operational state. The motor is to provide electrical energy to the battery in the second motor operational state and the rotor is to autorotate in the second rotor operational state.

Abstract: An aircraft including a fuselage extending in an aircraft longitudinal direction, a wing coupled to the fuselage and extending in an aircraft lateral direction perpendicular to the aircraft longitudinal direction, and a displacement assembly configured to translate the wing relative to the fuselage in the aircraft lateral direction between a flight position and a stowed position. In the flight position, the displacement assembly is positioned at a central portion between opposite end portions of the wing such that the displacement assembly is positioned a first distance from one of the end portions of the wing. In the stowed position, the displacement assembly is positioned proximate one of the end portions of the wing such that the displacement assembly is positioned a second distance from the one of the end portions of the wing, the second distance being less than the first distance.

Abstract: The present invention provides an aircraft design which incorporates a modular design including the use of one or more multi-motor assemblies where the motors are in series within the multi-motor assembly. Still further, the multi-motor assemblies may be configured to include modular motor assemblies or modular sections. Ultimately, the present invention provides an aircraft with the ability to easily assemble or expand the multi-motor assemblies and, in doing so, modify the characteristics of the aircraft. The modularity also enhances the ability to maintain the aircraft by enabling motors or the units housing each motor to easily be replaced.

Abstract: A system of an electric aircraft with pitch control using an elevator is presented. In some embodiments, the electric aircraft may include an elevator configured to deflect. In some embodiments, the electric aircraft may further include a lift lever configured to generate a lift command upon activation by a pilot. In some embodiments, the electric aircraft may further include a flight controller communicatively connected with the lift lever and the elevator, wherein the flight controller is configured to receive the lift command from the lift lever and adjust the elevator as a function of the lift command.

Abstract: A system including a turbine engine configured to generate rotor power and produce an engine air flow. The system is configured to provide rotor power to one of more shaft-driven lift fans to generate a first thrust on an aircraft body and provide a gas flow to one or more gas-driven lift fans to generate a second thrust on the aircraft body. The gas flow may be at least a portion of the engine air flow produced by the turbine engine. The turbine engine may be configured to exhaust another portion of the engine air flow through a jet nozzle to generate an engine thrust. In examples, the system includes at least a second turbine engine. The one of more shaft-driven lift fans and/or one of more gas-driven lift fans be powered by the turbine engine, the second turbine engine, or both the turbine engine and the second turbine engine.

Abstract: An unmanned aerial robotic vehicle (UARV) that can fly to an object such as a palm tree, hover in place adjacent to the object, mount itself securely and releasably to a mounting location on the object using a mounting mechanism, and which uses an incorporated utility system for performing one or more utilitarian functions, such as use of a cutting tool to trim palm tree branches and foliage.

Abstract: A collision avoidance system includes an unmanned aerial vehicle (UAV), a UAV controller, and a safety data aggregator. The UAV includes a positional sensor, and is coupled to communicate positional data to the UAV controller, and receive commands from the UAV controller. The safety data aggregator is coupled to communicate with the UAV controller, wherein the safety data aggregator collects positional data from one or more UAV controllers, stores collected positional data in a safety data buffer, and extracts spatially relevant positional data in response to a request from the UAV controller.

Abstract: The present invention relates generally to propulsion systems and, more specifically, to propulsion systems configured to vector and provide directional thrust such as those that may be used in aircraft or watercraft. Such propulsion systems may be used in connection with unmanned aerial vehicles, other aircraft, or various watercraft including submersibles.

Abstract: A propulsor fan array having reduced noise emission is disclosed. The propulsor fan array includes a plurality of propulsor fans that collectively generate thrust. Each of the propulsor fans include a blade fan having a plurality of blades. The plurality of blades are tensioned at tips of the plurality of blade fans such that a pitch of the blades during thrust generation is substantially the same as a pitch of the blades at rest. By tensioning the tips of the blades, an angle of the blades is maintained during operation of the propulsor fan thereby reducing noise that may result from changes in the angle of the blades.

Abstract: A modular unmanned aerial vehicle (UAV) system comprises a body module, a rotor module, and a wing module. The body module includes a flight controller and a power distribution device. The body module is releasably attachable to the rotor module or the wing module, and the body module is releasably attachable to the rotor module. The rotor module includes one or more motors and electronic speed controllers (ESCs), while the wing module includes a wing having a flap, elevator, aileron, or rudder. Various UAV configurations can be formed from the body module, the rotor module, and the wing module. Each configuration includes different advantages for flight time, distance, battery life, and payload capacity. A UAV can be configured to a particular configuration to optimize parcel delivery.

Abstract: The aircraft includes a fuselage and at least one wing extending from the fuselage. The wing includes first and second original portions and a plug portion positioned between the first and second original portions. A propulsion system is positioned on the at least one wing. The propulsion system includes at least one electric powerplant and at least one combustion powerplant. Each powerplant delivers power to a respective air mover for propelling the aircraft. The electric powerplant and/or the combustion powerplant is positioned outboard from the plug portion. A method for retrofitting an aircraft includes segmenting a wing of an aircraft into two original portions, positioning a plug portion between the two original portions, and connecting the plug portion to one of the two original portions, the first nacelle and/or the second nacelle.

Abstract: A foldable propeller for air mobility includes a link assembly including a plurality of links facilitating blades to be rotated around a hub as a moving portion vertically slides such that the blades are folded to each other or unfolded from each other.

Abstract: A vertical takeoff and landing aircraft system includes a gas turbine engine coupled to a variable pitch propeller. The gas turbine engine is also coupled to a power split device including a first motor generator, a second motor generator, and a planetary module therebetween. The planetary module includes a sun gear, a ring gear, and a planet carrier. The motor generators are coupled to inverters, a DC bus and a battery. The battery is configured to power balance fans disposed on wings and horizontal stabilizers of the aircraft system. The balance fans can be closed off after vertical lift has been achieved.

Abstract: A method of controlling a multi-rotor aircraft (1) including at least five, preferably at least six, lifting rotors (2; R1-R6), each having a first rotation axis which is essentially parallel to a yaw axis (z) of the aircraft (1), and at least one forward propulsion device (3), preferably two forward propulsion devices (P1, P2), the at least one forward propulsion device having at least two rotors (P1_R1, P1_R2, P2_R1, P2_R2) that are arranged coaxially with a second rotation axis which is essentially parallel to a roll axis (x) of the aircraft. The at least one or each of the forward propulsion devices (3, P1, P2) being arranged at a respective distance (+y, ?y) from said roll axis (x). The method further includes: using at least one of the rotors of the at least one forward propulsion device to control the aircraft's moment about the yaw and/or roll axes independently from each other.

Abstract: A selectively deployable heated propulsor system which may be integrated into vehicles, airplanes, or any other machinery configured for flight. The system includes a structural feature that includes a mounted propulsor including a rotor and a motor mechanically coupled to the rotor allowing the rotor to rotate when in an activated mode. The mounted propulsor includes a chamber configured to support a first configuration where the propulsor and the rotor are stowed and heated in an enclosed environment, and a second configuration where the rotor is deployed.

Abstract: A system and method for flight control compensation for component degradation is illustrated. The system comprises a first flight component mechanically coupled to the electric aircraft and a second flight component mechanically coupled to the electric aircraft. A sensor is also coupled to both the first flight component and the second flight component, wherein the sensor is configured to detect a performance degradation datum in one of the first flight component and the second flight component and transmit the performance degradation datum to a flight controller. The system also comprises a flight controller communicatively coupled to the sensor, wherein the flight controller is configured to receive the performance degradation datum from the sensor and adjust operation of either the first flight component or the second flight component as a function of the performance degradation datum.

Abstract: A retractable propeller apparatus of an air mobility vehicle has a structure enabling a propeller to be exposed or hidden depending on whether the air mobility vehicle is in a high-speed flight or a parking position. In particular, the retractable propeller apparatus includes: a base having a mount provided with a space; a propeller unit disposed on the mount and configured to generate a flow of air; a cover configured to close the space and be movable in the top-bottom direction with respect to the mount; and a lift unit disposed on the mount connected to the cover, and configured to move the cover. The cover selectively closes or opens the space based on an operation of the lift unit such that the propeller unit is operable.

Abstract: A vertical take-off and landing aircraft includes a wing body, a duct, a rotary wing, upper-surface hinges, and upper-surface covers. The upper-surface hinges are provided at an upper-surface opening of the duct. The upper-surface covers are pivotally supported by the upper-surface hinges, and configured to cause the upper-surface opening to be open and closed. The upper-surface covers are configured to pivot, upon forward moving of the aircraft, in a closing direction by negative pressure generated on an upper surface side of the wing body, to cause the upper-surface opening to be closed. The upper-surface covers are configured to pivot, upon hovering of the aircraft, in an opening direction by pressure of an airflow flowing in the duct from the upper side to a lower side in accordance with rotation of the rotary wing, own weights of the upper-surface covers, or both, to cause the upper-surface opening to be open.

Abstract: UAV configurations and battery augmentation for UAV internal combustion engines, and associated systems and methods are disclosed. A representative configuration includes a fuselage, first and second wings coupled to and pivotable relative to the fuselage, and a plurality of lift rotors carried by the fuselage. A representative battery augmentation arrangement includes a DC-powered motor, an electronic speed controller, and a genset subsystem coupled to the electronic speed controller. The genset subsystem can include a battery set, an alternator, and a motor-gen controller having a phase control circuit configurable to rectify multiphase AC output from the alternator to produce rectified DC feed to the DC-powered motor. The motor-gen controller is configurable to draw DC power from the battery set to produce the rectified DC feed.

Abstract: Multiple propulsion units mounted inside an enclosure near openings can be used to control the fluid flow in and out of the openings and also to determine the total fluid flow at any additional uncontrolled openings. By controlling the fluid flow, where such control is available, and by considering the resulting flow at any uncontrolled enclosure openings, it may be possible to achieve a desired thrust vector but have a more favorable weight/shape/efficiency than would be possible without the enclosure and use of coordinated control of fluid flow into or out of some openings. The designed geometry of the enclosure is an important consideration and will have an effect on the overall thrust magnitude and direction. A grouping of propulsion systems can be coordinated to achieve a more general thrust vector and associated moment on a vehicle.

Abstract: An aerodyne comprises a fuselage, a fixed wing , a thruster for cruising flight, and a rotary wing for stages of vertical flight and held stationary during cruising flight. The rotary wing includes at least two contrarotating single-blades disposed at the top of the fuselage and hinged about respective axes perpendicular to the rotor axes of rotation. A maneuvering procedure for maneuvering the aerodyne includes a transition stage between a stage of vertical flight and a stage of cruising flight, wherein in the transition stage, when the speed of each single-blade is less than a threshold speed of rotation, the pitch of each single-blade is such that it no longer provides any lift force and the transverse hinge of the single-blade to its rotor axis is held locked in a position such that the single-blade is perpendicular to the rotor shaft.

Abstract: We describe an aircraft design, which is capable of vertical takeoff and landing and also high-speed cruise on a fixed wing. The aircraft comprises a fuselage with a probe-deployment mechanism, which deploys a sample-gathering probe, located at a front end of the fuselage. A main wing is coupled to a middle section of the fuselage, wherein a right motor and right propeller are coupled to a right side of the main wing, and a left motor and left propeller are coupled to a left side of the main wing. The right and left propellers are angled with respect to the fuselage enabling the aircraft to pitch up to a vertical-takeoff mode and pitch down a horizontal-cruising mode. A pitch motor and pitch propeller are located at the rear end of the fuselage, wherein the pitch propeller is angled to provide substantially vertical thrust to control a pitch of the fuselage.

Abstract: In a hybrid flight vehicle, having four rotors attached to a frame and configured to produce propelling force to propel the frame, a gas turbine engine attached to the frame and configured to rotate when fuel is supplied, a generator connected to an output shaft of the engine and configured to generate electric power when driven by the engine, a battery configured to store the electrical power generated by the generator, and four first electric motors each connected to the rotors to drive associated one of the rotors when the electric power is supplied from the battery, and an electronic control unit configured to control flight by regulating driving of the four rotors by the first electric motors. In the vehicle, the output shaft of the engine is attached parallel to at least one among yaw axis, pitch axis and roll axis of the frame.

Abstract: A vertical take-off and landing (VTOL) unmanned aerial vehicle having a foldable fixed wing and a twin-ducted fan power system (7) arranged at a tail portion of a fuselage in a transverse and tail propulsion arrangement provides lift for vertical take-off and landing and propulsion for horizontal flight. By means of deflection of a control servo plane arranged at a duct exit, a vectored thrust is provided to enable a fast attitude change. When the aerial vehicle takes off and lands vertically/flies at a low speed, the wing is folded to reduce the frontal area exposure to crosswind. When the aerial vehicle is flying horizontally, the wing is expanded to obtain larger lift. A Coanda effect is created at a trailing edge of the wing by suction of the duct to improve performance.

Abstract: An aircraft includes a closed wing, a fuselage at least partially disposed within a perimeter of the closed wing, and one or more spokes coupling the closed wing to the fuselage. A source of electric power is disposed within or attached to the closed wing, fuselage or one or more spokes. A plurality of electric motors are disposed within or attached to the one or more spokes in a distributed configuration. Each electric motor is connected to the source of electric power. A propeller is operably connected to each of the electric motors and proximate to a leading edge of the one or more spokes. One or more processors are communicably coupled to the plurality of electric motors. A longitudinal axis of the fuselage is substantially vertical in vertical takeoff and landing and stationary flight, and substantially in a direction of a forward flight in a forward flight mode.

Abstract: An aircraft having reverse thrust capabilities includes a fuselage, a plurality of flight components, a pilot control located within the fuselage, a sensor attached to the pilot control configured to detect an aircraft datum from the pilot control, and a flight controller, located within the fuselage, the flight controller configured to receive the aircraft datum from the sensor, and initiate a reverse torque command of a flight component of the plurality of flight components as a function of the aircraft datum.

Abstract: According to a first aspect of the invention, there is provided a method for operating a multicopter experiencing a failure during flight, the multicopter comprising a body, and at least four effectors attached to the body, each operable to produce both a torque and a thrust force which can cause the multicopter to fly when not experiencing said failure.

Abstract: A vertical take-off and landing multirotor aircraft with an airframe and at least eight thrust producing units, each one of the at least eight thrust producing units being provided for producing thrust in an associated predetermined thrust direction, wherein at least four thrust producing units of the at least eight trust producing units form a first thrust producing units sub-assembly, and at least four other thrust producing units of the at least eight thrust producing units form a second thrust producing units sub-assembly, the first thrust producing units sub-assembly being operable independent of the second thrust producing units sub-assembly.

Abstract: The present disclosure provides a landing assistance system that, in response to determining that an aircraft is within a deceleration and descent profile, displays a zero speed indicator that indicates a location where the aircraft is calculated to reach zero horizontal speed and zero altitude according to a reference glide path based on flight characteristics of the aircraft. The landing assistance system provides the symbols described herein by determining flight characteristics for an aircraft; calculating where to locate a zero speed indicator based on the flight characteristics; and projecting the zero speed indicator on a display in the aircraft. Low and high speed solutions, as well as azimuth dependent and azimuth independent solutions thereof, quickly and accurately provide the calculations based on the current flight characteristics of the aircraft to thereby provide pilots with landing aids that provide relevant landing information based, in part, on relative locations of the symbols.

Abstract: A vertical takeoff and landing aerial vehicle and a cooling system for the aerial vehicle. Heat dissipation in an arm of an aerial vehicle is achieved by installing a fan in a hollow interior of each of a left linear support and a right linear support of the aerial vehicle, thereby achieving the purposes of lowering temperature in the arm and protecting equipment in the arm.

Abstract: An unmanned aerial vehicle (UAV) includes a sprayer configured to generate a pressurized fluid flow and a nozzle configured to receive the pressurized fluid from the sprayer and to generate a spray fan to apply the fluid to a surface. The UAV includes sensors and a control unit to control both flight of the UAV and spraying by the sprayer. The fluid can be stored onboard the UAV in a reservoir or can be remotely stored and pumped to the UAV. The UAV control unit can be preloaded with a spray plan and a flight plan, or the UAV can be controlled by a user.

Abstract: An unmanned aircraft includes: a processor; and at least two generators that generate thrust for the unmanned aircraft to fly, the at least two generators each including a corresponding one of rotor blades that produce airflows. In the unmanned aircraft, the processor generates a control request for changing a rotational speed of at least one of the rotor blades of the at least two generators to reduce a difference between rotational speeds, in response to start of sound recording by a microphone, and the at least two generators rotate the rotor blades in accordance with the control request.

Abstract: A lightweight lift system for VTOL/VSTOL operation running in parallel with an existing turbine. This system distributes LP power by switching compressor flow and fuel proportionally over to the lift turbine module. As forward thrust is demanded, some of the power is transitioned back to the flight LP turbine, which can drive a variable propeller, fan or can supply jet thrust. As flight motion occurs, the power to the lift fan can be reduced to zero and lift closed off.

Abstract: A long-distance drone is disclosed having a canard body style with a main body, a left main wing, a right main wing, a left forewing, and a right forewing. The left forewing is attached to the main body forward of the left main wing, and the right forewing is attached to the main body forward of the right main wing. There is a left linear support connecting the left forewing to the left main wing, and a right linear support connecting the right forewing to the right main wing. A plurality of propellers are disposed on the left and the right linear supports.

Abstract: The present invention relates to an airplane capable of hyper-short/vertical takeoff and landing (hyper-STOL/VTOL) and having non-rotatable vertical propulsions. It attempts to overcome a limitation of QuadPlane design by making efficient use of both horizontal and vertical propulsions during hovering and vertical flight.

Abstract: Propeller assemblies, aircraft including the same, and associated methods. A propeller assembly includes a first propeller and a second propeller operatively coupled to a coupling shaft and configured to pivot with respect to one another about a propeller rotation axis. The propeller assembly additionally includes a coupling assembly operatively coupled to the first propeller and the second propeller and configured to transition between a plurality of pivotal configurations defined between and including a stowed configuration and a deployed configuration. The coupling assembly transitions from the stowed configuration toward the deployed configuration when a coupling assembly rotational velocity rises above a threshold stowed rotational velocity. In examples, an aircraft includes one or more propeller assemblies operatively coupled to a fuselage.

Abstract: Vertical take-off, landing and horizontal straight flight of an aircraft includes activation a plurality of front and rear lifting propellers, each of which is connected to a respective independently operating electric motor. In addition, horizontal straight flight of the aircraft includes activation of additional left and right pushing in-ring propellers, each of which is connected to an independently operating electric motor. The front and rear lifting propellers are respectively positioned generally horizontally and symmetrically opposite to one another and equidistantly relative to a longitudinal axis of the aircraft. The right pushing in-ring propeller and the left pushing in-ring propeller are positioned generally vertically and symmetrically opposite to one another and equidistantly relative to the longitudinal axis of the aircraft.

Abstract: A multi-rotor vehicle includes a plurality of electric motors and edge computing systems (ECSs). The electric motors are operatively coupled to respective rotors, and cause the respective rotors to rotate relative to the airframe. The ECSs are independent, distinct and distributed to the electric motors, each operatively coupled to a respective electric motor and thereby a respective rotor. Each ECS is configured to acquire and process sensor data for the respective rotor to determine rotor status information, and execute motor commands to control the respective electric motor and thereby the respective rotor. The ECSs are configured according to a model in which any of the ECSs is selectable as a primary ECS, and others of the ECSs are operable as secondary ECSs, the secondary ECSs configured to communicate respective rotor status information to the primary ECS, and the primary ECS configured to provide the motor commands to the secondary ECSs.

Abstract: Disclosed herein are aspects of a hybrid unmanned aerial vehicle (UAV). In one embodiment, the hybrid UAV includes a fuselage configured to hold cargo, and at least one wing. The wing has a body that includes upper and lower surfaces and is configured to generate lift to enable the UAV to glide through the air. At least one rotor assembly is held within the body of the wing between the upper and lower surfaces of the wing. The upper and lower surfaces of the wing include upper and lower doors, respectively, extending above and below, respectively, the rotor assembly. The upper and lower doors are configured to be opened during gliding of the UAV to an open position that exposes the rotor assembly such that the rotor assembly is configured to draw air through the body of the wing and thereby generate lift.

Abstract: Described is an aerial vehicle, such as an unmanned aerial vehicle (“UAV”), that includes a plurality of sensors, such as stereo cameras, mounted along a perimeter frame of the aerial vehicle and arranged to generate a scene that surrounds the aerial vehicle. The sensors may be mounted in or on winglets of the perimeter frame. Each of the plurality of sensors has a field of view and the plurality of optical sensors are arranged and/or oriented such that their fields of view overlap with one another throughout a continuous space that surrounds the perimeter frame. The fields of view may also include a portion of the perimeter frame or space that is adjacent to the perimeter frame.

Abstract: A thrust producing unit for producing thrust in a predetermined direction, comprising at least two rotor assemblies and a shrouding that accommodates at most one of the at least two rotor assemblies, wherein the shrouding defines a cylindrical air duct that is axially delimited by an air inlet region and an air outlet region, and wherein the air inlet region exhibits in circumferential direction of the cylindrical air duct an undulated geometry.

Abstract: A fan-in-wing aerial vehicle according to an embodiment may comprise: a fuselage; main wings expending from both sides of the fuselage in the span direction; rotors rotatably mounted inside the main wings, respectively; and opening/closing portions installed on the main wings such that the same can be opened/closed and thereby expose the rotors to the outside or conceal the rotors from the outside, respectively.

Abstract: A method of controlling forward thrust of an aircraft includes receiving a first pitch angle command; generating a second pitch angle command and a forward thrust engine throttle command based on a bounded pitch angle for the aircraft; comparing a determined bounded pitch angle for the aircraft to the pitch angle corresponding to the first pitch angle command; generating a reduced pitch angle command so the resultant aircraft pitch angle does not exceed the bounded pitch angle; and generating the forward thrust engine throttle command based on the reduced pitch angle command.

Abstract: An aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a forward flight orientation. The aircraft has a blended wing body and includes an engine, a trinary lift fan system, a forced air bypass system and an exhaust system. The engine has a turboshaft mode and a turbofan mode. The lift fan system includes a plurality of ducted fans in a tandem lateral and forward orientation. In the VTOL orientation of the aircraft, the engine is in the turboshaft mode coupled to the lift fan system such that the engine provides rotational energy to the ducted fans generating the thrust-borne lift. In the forward flight orientation of the aircraft, the engine is in the turbofan mode coupled to the forced air bypass system such that bypass air combines with engine exhaust in the exhaust system to provide forward thrust generating the wing-borne lift.